Friction draft-rigging



ET I.

. Patented Apr. 12, 1921.

2 SH EETSS J. F. OCONNOR. FRICTION DRAFT RIGGING.

APPLICATION FILED FEB. 4., 1920. 1,374,677.

lr wmif Jomi'dmwr J. F. O'CONNOR.

FRICTION DRAFTIRIGGING. APPLICATION FILED FEB.4, I920.

Patented Apr. 12, 1921.

2 SHEETS-SHEET 2.

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JOHN F. OCONNOR, or CHICAGO, ILLINOIS, ASSIGNOB, TO WILLIAM IIQIVIINER, or

GHAZY, NEW YoRK. I

FRICTION DBAFT-RIGGING.

To all whom it may concern:

Be it known that 1, JOHN F. OCoNNoR, a citizm of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Friction Draft-Rigging, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification. I

This invention relates to improvements m friction draft riggings.

One object of the invention is'to provide a friction draft rigging for railway cars of that type employing transversely arranged springs wherein high capaclty 1s obtained.

More specifically, the object of my lnven- I tion is to provide a friction draft rigging wherein the friction devices are .disposed outside of the draft sills and the spring resistance disposed between the sills.

In the drawing forming a part of this specification, Figure 1 is a vertical 'long1t u din a1 sectional view of a portion of a ran: way car showing my improvements in connection therewith. Fig. 2 is a horlzontal sectional .view corresponding substantially to the line 2-2 of Fig. 1, all of the parts being shown in normal or fullrelease position; Fig. 3 is a vertical transverseseo tional view corresponding substantially to the line 3+3 of Fig. 1. And Figs. 4: and

- 5 are detailed perspectives of two of the elements employed in the constructioni I I In. said drawing, 1 010 denote channel shaped'center or draft sills of a railway car arranged in the usual manner. A portlon of a draw bar is indicated at 11 and the same is connected by a front transversely extending key 12 with a cast yoke 13. I 7

.Applied to the outer sldes of the draft sills 10 are stop castings AA, each of which is provided with a front stop shoulder .141, and a rear stop shoulder 15. The height of each casting A is made such that they are fitted between the upper and lower flanges of the draft sills, as clearly. indicated in Fig. 3. The castings A -QA and the draft sills are provided with alined'sets of slots 16 17, 18 and 19. The sl0ts16 accommodate the front key 12 to 'permit forward and rear movement of the latter and the slots 19 accommodate a rear key 20 and permit forward movement thereof withinthe slots; The two intermediate slots 17 and 18 accommodate Specification of Letters Patent. Patented Apr. 1921 Application filed February 4, 1926. Serial No. 356,345, I

pressure transmitting lugs, hereinafter described. 1 j I The springresistance of the draft rigging is located between the sills and, as shown, comprises two springs 13- 13 arranged transversely of the sills and each of which ma be of the Well known Class G type. aid sprlngs Bl3 are confined between two followers 2l21 extending parallel to the sills but normally spaced therefrom. Each of said plates 21 is provided on its inner face with suitable spring-centering lugs 22 and on its outer face with recessed bosses 23 to rece ve pressure transmitting lugs 24: extending through the slots 17 and 18 and preferably formed integrally with laterally movable friction shoes C. r

I The friction devices proper are duplicated on the outer sides of the draft sills. Each of said' friction ,devices'comprises a front wedge D, a rear wedge E, an outer friction shoe F and an inner friction shoe C, heretofore mentioned. The wedges and friction shoesiofeach friction device are provided with cooperating wedgejfaces 25 so arranged that as thelwedges D andfE approach each other relatively, the friction shoes C and F will be laterally'separated'. Followers are provided in connection with each of the wedges D and E. The follower arrangement associated with each wedge D consists of an L-shaped block 26 having one end thereof adapted to abut the stop shoulder 14 and the, other end 27 to form a seat for the wedge D. Associated with each block 26 is a T-shaped member 28 indicated in Fig. 5, the same having the web or shank thereof slotted as indicated at 29 to receive the corresponding. end of the key 12. The

flanges of the T-shaped member 28 bear against the laterally. extended portion 27 of the block 26. As clearly indicated in Fig. 2,

the blocks 26 are provided with elongated slots 30 to permit movement'of the key 12 therein during draft at which time the blocks 26 remain stationary. ,To prevent separationof the parts associated'with the key 12, '7 suitable cotters 31' are preferably passed through the key bers28." I,

'At the rear of the rigging associated with each wedge E is a rectangular follower block 32 which bears 'on'its forward face 12 and the T-shaped mem' against the wedge E and on its rear face against the stop The blocks 32 are COlJtBI'S -35 located as clearly indicated in Fig. 2. r V i In order to hold the friction shoes F against lateral separation and at the same time permit them to move longitudinally as I is necessary, I provide upper and lower wide plates 36 and 37 which straddle the draft sills 10 and are adapted to slide relatively thereto. Said plates 36 are bolted or otherwise suitably rigidly secured to the shoes F as indicated by the bolts 3838.

The operation is as follows: Assuming a bufling or inward movement of the draw bar, the front key 12 will be forced rearwardly and it is evident that the rear key 20 will be held stationary because ofthe stops 15 and blocks 32. As the key 12 moves rearwardly, it carries with it the front follower arrangements thereby forcing the two forward wedges D rearwardly. As the wedges D move rearwardly, they laterally separate each pair of friction-shoes C and F, the shoes C being forced inwardly relatively toward each other and thereby compressing the springs B-B. In addition to the lateral separation of the shoes '27 and between the wedges E and the follower blocks 32 inasmuch as the wedges D and Bare also forced to move laterally in addition to the longitudinal movement of the one or the other. There is thus obtained large frictional wearing area to increase the I capacity of the draft rigging and also pro- 7 long its life.

It is believed the release action and the. action in the draft will-be un derstood without detailed explanation, in. .v ew of the foregoing explanation of the bufling action. With my construction, it is evident that the draft sills are not subjected to any trans verse or lateral strains from either the frictron devices or the spring means and consequently the draft sins are required to withstand only those strains imposed by the longitudinal pressure supplied to the stops 14 and 15. Furthermore, by locating the friction devices outside of the sills, I am enabled to make themof such size as may be advisable to obtain the necessary1frictional' capacity and wearing qualities, that same are to be found between the draft sills inasmuch as the spacing between the draft. sills is limited in commercial practice to-12i5 inches. This fact is of considerable impor tance in view ofthe constantly increasing capacity demandedof draft riggings as the cars and trains are made heavier and heavier.

Although I have herein shown and described what I now consider the preferred manner of carryingout the invention, the same is merely illustrative and I contemplate such changes and modifications as come within the scope of the claims appended hereto. I

I claim: 1. In a railway draft rigging, the comb1-- nation with draft sills; of spring means disposed between the sills; friction devices en-.

tirely located outside of the sills and all the elements of which are longitudinally movable; and means operatively interposed between said friction devices and spring means so arranged that the spring means afford a yielding resistance for said friction devices.

2. Ina railway draft rigging, the 'comb1- nation with draft sills; oftransversely ar ranged springs located between the sills; friction devices located outside of the sills, each of said devices including a friction element movable transversely of the sills; and pressure transmitting members interposed between said laterally movablefriction elements and the springs. 3. In a railway draft rigging, the combination with a draw bar, yoke acting means,

'is to say, I am not limited in the size of I my friction devices as is true where the and follower acting means having operative portions disposed between and outside of the sills; of friction devices located outside of the sills; spring means disposed be tween the sills; and pressure transmitting means interposed between the friction de vices and the spring means, said sills being free from lateral strains from either the friction devices or the spring means.

' 4.. In a railway draft rigging, the combination with draft sills; of spring means located between the sills; duplicate friction devices located on the-outer sides of. the draft sills, each of said devices including a pair of laterally separable friction shoes;

and means operatively interposedbetween the inner laterally movable friction shoes and the spring means.

nation with draft'sills; of a friction device on each outer side of the draft sills, each of said friction devices including relatively longitudinally movable end wedges and a pair of relatively laterally movable friction shoes; spring means located between the draft sills; and pressure transmitting'means extending through the sills and interposed V 5. In-a railway draft rigging, the combibetween the friction shoes and the spring means.

6. In a railway draft rigging, the combination with draft sills, a draw'bar, a yoke, and front and rear transversely extending keys; of friction devices interposed between the outer ends of the keys; and spring means located between the said friction devices and also between the keys, said spring means being operatively associated with the friction devices.

7. In a railway draft rigging, the combination with draft sills having stops on the outer sides thereof; of friction devices disposed on the outer sides of the sills; fol-' lowers cooperable with said stops and between which the friction devices are'inten posed; a draw bar; yoke-acting means; spring means located between the sills; pressuretransmitting means interposed between said spring means and the friction devices; and means interposed between said followers outside of the sills and the draw bar and yoke acting means whereby longitudinal movements of the draw bar are communicated to the friction devices.

8. In a railway draft rigging, the combination with draft sills; of upper and lower plates straddling the draft sills; friction shoes rigidly secured to the outer ends of said plates outside of the draft sills; spring means located between the sills; friction wedges and shoes cooperatively associated with said first named friction shoes; and pressure transmitting means extending through the sills and interposed between the friction devices and the spring means.

9. In a railway draft rigging, the combination with draft sills, having stops on the outer sides thereof; of spring means located between the sills; followers on the outer sides of the sills cooperable with said stops; a draw bar; a yoke; keys operatively associated with the draw bar and yoke and ex-- tending outside of the sills and operatively associated with the followers; friction de-v vices on each outer side of the draft sills, said friction devices being interposed between the corresponding pair .of followers and each including an outer friction shoe,

an inner friction shoe, a front wedge, and a rear wedge; pressure-transmitting means extending between said sprlng means and the inner friction shoes of said friction devices; and upper and lower plates extending over and "beneath the draft sills respectively, connected at their outer ends to'said outer friction shoes.

In witness that I claim the foregoing I 

